Mechanism control



Dec. l5, 1942. w, c. SKAREEN MEGHANISM CONTROL Filed April 1, 1941 2 Sheets-Sheet l INVENTOR wf//ara C fj/forear? Dec. 15, 1942. w, QSMARHEN y 2,305,225

MECHANISM CONTROL 2 Sheets-Sheet 2 Filed April l, 1941 I I l BY El Patented Dec. 15, 1942 MECHAMSM CONTROL Willard C. Skareen, Toledo, Ohio, assignorto The Bingham, Stamping Company, Toledo, Ohio, a

carcerati@ Qf OhiQ Application April 1, 194.1, Serial- No. 386,334

8 Claims.

This invention relates to mechanism controls and more especially to. mechanism particularly adapted for. controlling ory actuating the braking mechanism of an automotive vehicle.

IIlhe invention contemplates the provision of a mechanism. for actuating the emergency braking` means of a vehicle incorporating a varying lever-ratio between the manipulating means for actuating the braking means and the mechanism for transmitting force to the brakingV mechanism.

An important object of' the invention resides in the, provision'of a vsimple and compact lever system incorporating a variable ratio or force multiplying means` whereby as the braking load increases, the load arm of the lever system is effectively shortened with respect to the power arm thus progressively increasing the eiective force applicable for actuating the braking means.

Another object of the invention is to provide a mechanism especially adaptable for use in actuating the emergency or parking brakes of an automotive vehicle wherein during a period of primary brake. setting movement of the brake actuating means effective to take up the slack in the braking means and associated elements, the lever multiple is of comparatively low ratio and as the loador force` required to set'V the brakes increases, the multiple of; applied force is progressively increasedv to provide a greater eective brake setting force Without the application of excessive manipulating power to the actuating means.

Still another object of the invention is the provision ofa simple brake actuating mechanism of the variable lever ratio type wherein the maf?.

nipulating or actuating means may be positioned adjacent the instrument panel of a vehicle and may be actuated by a direct fpull upon the actuating means and wherein the brake mechanism 'may be released by partial rctativemovement of the said means.

Furtherobjects and advantages are within the scope of this invention such as relate to the arrangement, operation and function of the related elements of the structure, to various details of construction and to combinations of parts, elements per se, and to economies of manufacture and numerous other features as will be apparent from a consideration of the specification and drawings of a formv of theinvention, which may be preferred, in which Figure 1 is a sectional view of a portion of a vehicle illustrating a form of my invention as incorporated therein;

FigureZ is a side; elevational view of the brake actuating means of my invention in extreme brake set position; l

Figure 3 isa side. elevational View of the brake actuating mechanism of myv invention in brake released position;

Figure 4 is a top plan View of a portion of the structure, shown in Figure 3;

Figure 5 is a fragmentary detail sectional View taken .substantially on the line 5 5 of Figure 3;

Figure 6 is a sectional view taken substantially on the line 6-6 of Figure 3; l f

Figure '7 is a sectional view'taken substantially on the line 'I-T of Figure 3; y

Figure 8 is a sectional view taken substantially on the line 8 8 of Figure 3;

Figure 9 is an enlarged" fragmentary detail View taken substantially on ythe line 9--9 of Figure 3;

Figure 10x-is -a` diagrammatic view villustrating thev Varying leverage of the mechanism during its actuation toward brake setting position. 'While I-have illustrated a mechanism especialvly designed and adapted for use as means f or energizing or' setting the brake mechanism of Van automotive vehicle, it is to be understood that I contemplate the utilization of the mechanism of myA invention whereverthejsame may be found to have utility.

' Referring to the drawings in detail, IvD designates a cowl portion of a vehicle having a Windshield ll, conventional instrument panel I2, steering wheel I3, dashboard I II and loorboard IE5V all mounted, upon a chassis frame lI-S. Secured to the chassis frame by means of journals His a transversely extending. shaft I8 to which is.; keyed, or otherwise secured a pedal memberv 2t for normally actuating the braking mechanism through the medium of an` arm 22 also secured to the: shaft I8, the arm 22- being secured by a clevis 2,3 and a rod 24- to the brake mechanism ofthe vehicle (not shown). Also secured to the lshaft I8 is a bellcrank arm 26 having a pin or stub shaft 2--1 extending into a slot 28: cfa mem- `ber 29S, the extremity of member 29 being secured by suitable means to a flexible cable 3IJwhich is contained within and guided by means of a Ysheath 3-I. A spring. 2-5 serves' to` normally urge member 29 and cable 30 toward brake released position. In the embodiment illustrated the sheath is secured to the chassis frame by means of a clamp 32- and extends through the dashboardl and is secured toa support or. mounting bracket 33- bymeans of` a clamp 34.

Thev force multiplying mechanism` for actuatmathe-brakes isi c,alriedr by the. su'pportingi means 33, the latter having a ange portion 36 which is secured to the dashboard |4 by bolts |9 or .to any other suitable portion of the vehicle. Pivoted or fulcrumed upon the support 33 by means of a rivet or shaft 31 is a lever structure formed by two members 38 and 38 arranged in parallel relationship mounted for oscillatory movement around the fulcrum formed by rivet 31. Also pivoted to a projecting arm 39 of lever structure member 38 by means of a shaft or rivet 48 is a link 4|, the other end of the link being provided with an opening to accommodate a pin 42 which also passes through openings in the end of a clevis 44, the latter being secured to the upper extremity of the brake actuating cable as particularly shown in Figures 3 and 4. The pin 42 also passes through aligned openings in a pair of members or links 46 and 41 which are respectively arranged adjacent to and on each side of the lever members 38 and 38. The

upper ends of members 46 and 41 have aligned openings to receive a stub shaft or rivet 49. Positioned between the side walls of members 46 and 41 and journalled upon the stub shaft 49 is a roller 5| which is arranged to contact with an edge portion 52 of the lever member 38', the portion 52 being a cam surface forV controlling `the position of members 46 and 41 and hence which the shaft 49 extends and permits the tlateral movement of the upper ends of the links 46 and 41 and the roller 5| as the latter is permitted lateral movement under the influence of the-cam surface 52. The varying of the effective load arm of the lever construction is accomplished by changing or varying the distance between the axes of pins or shaft 42 and 31 in a manner to be hereinafter explained. The lever members 38 and 38 are provided with aligned arcuate slots 55 generated about the axisV of the pin 39 so as to accommodate upward movement of the clevis pin 42 during the varying of the load arm of the lever structure when the mechanism is moved to brake setting position.

The component elements 38 and 38 of the lever structure are secured together at their lower extremities by means of a headed rivet or shaft 51 and interposed between the elements 38 and 38 is a member or sector 58 having a clutch- I ing surface in the form of a serrated or toothed portion 59, the sector being journalled upon the tenon portion of rivet 51 so as to be capable of pivotal movement with respect to the lever structure 3 5. Welded or otherwise secured to the sector 58 is a U-'shaped bracket 6|, the projecting leg portions 62 and 63 thereof having aligned openings through which extends a tubular member 64. Arranged between the ear portions 62 and 63 is a movable bracket 65 having cylindrical boss portions 66 which are bored to accommodate'the bar 64, the bracket 65 being l'lxedly secured to the bar 64 by means of screws `61 or other means passing through the boss portions 66 of the bracket and through openings in the member 64. By this means rotational movement of member or bar 64 will cause corresponding rotational movement of the bracket for a purpose to be hereinafter explained and longitudinal movement of bar 64 will cause a movement of 75 sector 58 as the bracket 6| is secured thereto. A coil spring 69 has its extremities 10 and 1| normally in contact respectively with a surface of the movable bracket 65 and an inner surface of bracket 6| to at all times urge bracket 65 and bar 64 to a predetermined position as illustrated in Figures 2 and 3.

The bar 64 in the embodiment illustrated projects through an opening in a plate or escutcheon 13 which has a portion 14 secured to the flange portion 12 of the instrument panel |2. Positioned in an opening in the escutcheon 13 and surrounding the bar 64 is a flexible rubber groinmet 16 which serves a dual purpose of eliminating metallic contact between the bar 64 and escutcheon 13 and permitting slight angular movement of bar 64 with respect to escutcheon 13. Secured to the end of bar 64 by means of a pin 11 and forwardly of the escutcheon plate 13 is a manipulating handle 18, the bar 64 and handle 18 forming a manipulating means for actuating the braking mechanism.

Interposed between the side Walls 38 and 38' of the lever structure 35 isl a clutch or pawl member 86 pivoted upon a pin 8| passing through the lever elements 38 and 38', the pawl member having a tooth 82 or other coniiguration adapted to cooperate with the clutch or toothed portion 59 of the sector 58, the pawl tooth being normally urged into engagement with the sector under the influence of a coil spring 83, one end of the spring being in engagement with a notch 84 formed on the pawl, the other end of the spring engaging in a notch 85 formed in the lever element 38.

Pivotally secured to the lever structure 35 bv means of a headed rivet or pin 86 is an arm 81 which terminates in a ball-like portion 88 whose center is in normal transverse alignment with the axis of the pin 51. The projecting portion of the bracket 65 terminates in a ball-like configuration 68 and theball portions 68 and 88 are connected together by suitable link means 96, a detail of one end of the link construction being shown in Figure 9 wherein the enlarged cylindrical portion 9| encloses a plunger 92 backed by a spring 93. the plunger engaging the ball portion 68 to hold the latter` within the socket formed in the end of the enlarged portion 96 of the link structure. The opposite extremity of the link means 98 is of a similar construction and embraces the ball portion 88 formed on the end of the arm 81. By means of the ball and socket link construction for connecting bracket 65 with the arm 81, arm 81 may move in a proper direction when actuated bv rotational movement of bracket 65. The arm 81 is provided with an ear portion 94 which is normally positioned adjacent to the upper extremity 95 of the pawl or clutch member 8!) so that upon rotational movement of the bracket 65 about the axis of bar 64. arm 81 is rotated about the axis of shaft 86 -causing the ear portion 94 to engage pawl 80 to lift the pawl tooth 82 from engagement with the serrated portion 59 of the sector 58.

The operation of the arrangement of my invention is as follows:

Assuming that the mechanism is in brake released position as illustrated in Figure 3, and it is desired to set or apply the vehicle brake mechanism, the operator grasps the handle or actuator 18 and by direct outwardY pull upon the rod 64 causes the lever structure 35 to be rotated about its fulcrum or pivotal point 31, as the bar 64 is connected through the medium of bracket 6| and sector 58 to the lever structure by means of shaft 51. 'Ihe extreme brake set position of the several` elements: of; the control" mechanism is shown in the assembly arrangement .of fFigure 2. As., the handle member. '18* andbar E14.; are moved towardfthe operator and lever structure 3.5 is being rotated, the link 4.11 through itspivotal connectiony 40. with the lever structure and its connection with the clevis 44, the latter being connected directly to the brakecable- 30; causesa movement of the clevis andr cablefina-right hand direction as viewed in. Figurev 3. The effective force transmittedrto. the load arm ofthe/lever mechanismxis dependent upon the distance between the axesfof'the fulcrum shaft: stand the load or clevis shaft'42 `as compared with the power arm of the lever system, i. e., the distance between the axis of shafts 3.1. and 51, the-lever structure `illustrated being'ofthesecond order of'levers. It

Will-be-noted'that as the lever structure is. rotated in acounterclockwise directionas viewed in Fig- -ure-2,' the shaft-'l2 under the influence of the link 4| moves towardthe ful-Crum shaft 3'! to shorten the lever distance betweenthe aXes of? shaft 31 and 42' and' hence increase the effective force acting upon the brake cable 311 as compared with the power or force exerted upon the handle member` 18: In the embodiment illustrated, the effective ratios in initialorbrake released posi :ion between the power arm andthe load.. arm. viz., the ratio of distances between the axes of fulcrum 31 and point ofY application of. the power at shaft 51, and between the fulcrum 31: and clevis pin 42: is approximately in a ratio of 21A-2 to 1. For about 21; of the entire movement of. bar 6.4toward brake setting position as illustrated on the chart, Figure` the. lever ratio increases l untilit reaches approximately a ratio of power arm to load arm of5tor 1, as indicated at point A in Figure 10, at which point the cam surface 52 being engaged` by roller 5l carried on. shaft- 49 permits lateral movement ofV shaft Win slot 53 in the support and for the balancefoffthe'longitudinal movement of the actuating. bar Slt' maintains substantially a constant lever ratioof power arm toload'arm of5 to 1, that is for lthe balance of` approximately $7-, of. the longitudinal movement i of bar 64, the distance between. the axeslof shafts S'Iand 5i as compared. with the distance between the axes of shafts 3'! and 4'2 being. in. substantially. a constant ratio of 5 to 1, which is the maximum effective force multiple appliedi to the 'The distance B-C represents the maximum dis.-

tance of movement of the manipulating means. When the manipulating means has. been moved a distance equal to. C-D the lever ratio has increased to 31/2 to 1, and when moved a distance equal to C-E the ratio has reached 4 to 1, and when it is moved a distance A--C the ratio has increased to 5 to 1. Throughout the movement of the manipulating means through distance A-B, the lever multiple is substantially constant, viz. in a ratio of approximately 5 to 1. The indicia 96 indicate graphically the movement of the manipulating means as the pawl 80 moves over each tooth 59 on the sector 58 as the brake manipulating means is ,moved `toward brake setting position.

Thus, when the operator first initiates move- 'off one hundredand; twenty-live pounds.

`irnluence ofthe. retracting spring 25.

mechanism has been returned to brake disenmentof the handle 'I8 with the leveriratio of-2,1/2 tov l,` the application of fifty pounds pull upon the handle exerts a force upon the brake cable As the handleisVK Withdrawn up to about of its maxirnum moyement, the lever Vratio has increased graduallyfrom 21/2 tol to 5 to 1 and when the latter ratio has been attained, the application of;V -tty. pounds pull on handle 18 transfers through the lever-system an effective force to the brakecableof two hundred and fifty pounds.v By this arrang ementl during the initial movement of the brake actuator when a low lever ratio is effective, the slack betweenV the various elements making up the braking mechanism and looseness o fthe rods.V is i'lrst` taken up quicklyby thaapplication of small force. Whenv the brake me,chanisn'lv isrbeing moved nearer set position andl a` greater amount of force is required to apply the brakes, the.` additional force is attained through the-increase in ratio of the power arm tothe load armashereinbefore described, so that tlierey is,k a high effective force directed to the brakecablewithout an excess application of force upon-the handle member 'l8fand bar $4.

The pavvl` member or clutch 8G is at all times being urged by the spring 8l in a clockwise direction to cause the pawl; tooth 82': to normally engage inl thefteeth of the serrated portion 59 of the sector which serves to hold the brake setting. means of my invention in brake set, position, the positionl of the. mechanism in extreme brake set positionv beingy illustrated in Figure 2., During,` the period the` control mechanism is beingactuated, the pawl tooth S2 simply overrides theA teeth on the sector 5%. When. it is desired to; release the brake applying mecha,- nism,rthe.operator grasps the handle 'I8v and rotalles, the same, bar 6;.4and bracket Eiland through the medium of the connecting link Si!A causes a clockwise rotation of; armA 81 about the shaft or rivet; 8 61 causing; the ear portion 94j toY engage the uppery end 95,: of. pawl ll and rotate the paw] about its. nii/Totalv shaft 8|-, This movement o f the pawl. disengages. the pawl tooth 3 2.' from the serrated portion 5 9; of the. sector 5S, Aafter which operation the braking mechanism may be returned` to itsv normal or disengaged position by inwardzpressure upon handle '1 8 and aided by the After the gaged1 position, that is, the elements bei-ng in the position shown iny Figure, the operator. releases handle 'i8`v andA the bar 6 4 and handle 18 rotate to. their initial positions underv the influence of spring t9, as shown in Figure 3, after which the brakes may be again set by again actuating the levermechanism as, hereinbefore described. a

It is, apparent that, within the'scope of the invention, modifications and different arrange,- nichtsA may be made other` thanis herein disfclosed, and the present disclosure is illustrative merely, the invention comprehending all variations thereof.

What I claim is:

1. In combination, mechanism control including a support; a lever structure pivotally associated with said support; a link pivotally associated with the lever structure; a clevis for connecting said link to a load to be actuated; said link and lever structure being so arranged that relative movement of said lever structure with respect to the support varies the force effective to actuate the load; a toothed sector movably connected to said lever structure; a manipulating barA connected to said sector for actuating the lever structure; clutching means associated With the lever structure and engageable With the toothed surface of said sector for retaining the lever structure in adjusted position; and means associated with said manipulating bar for eiecting the disengagement of said clutch with the -toothed sector.

2. In combination, mechanism control including a support; a lever structure articulately associated with said support; a cam carried by said lever structure; a link pivotally associated with the lever structure; means for connecting said link to a load to be actuated; a member pivotally associated with said link and having a connection with said cam for moving said link with respect to said lever structure whereby relative movement of said lever structure with respect to said support varies the force effective to actuate the load; cooperative clutch elements associated with said lever structure; manipulating means connected to one of said clutching elements, said clutching elements being arranged to hold the lever structure in adjusted position; and a mechanism associated with said lever structure manipulating means for eiecting a disengagement of said clutching means.

3. In combination, mechanism control including a support; a lever structure articulately associated With said support; a link pivotally associated with the lever structure; means for connecting a load to said link; a, sector associated With said lever structure and having a clutching surface; a manipulating bar connected to said sector for actuating the lever structure; a clutch means associated with the lever structure and engageable with the clutching surface of said sector for retaining the lever structure in adjusted position; and means for effecting the disengagement of said clutch means with the clutching surface of said sector.

4. In combination, mechanism control including a support; a lever structure articulately associated with said support; a link pivotally associated with the lever structure; means for connecting a load to said link; a second link pivotalhr associated with said iirst mentioned link; a roller cooperatively associated with said second link, said lever structure having a cam surface in engagement with said roller for controlling the effective length of the load arm of the lever structure; manipulating means for actuating said lever structure; means for retaining the lever structure in adjusted position; and mechanism associated with said manipulating means for effecting a release of said lever structure retaining means.

5. In combination, a support; a lever structure articulated With said support; a link pivotally connected to said lever structure; a clevis vadapted to be connected to a vehicle braking mechanism, said clevis being pivotally connected to said link; a second link pivotally articulated with said rst link; a cam surface associated with said lever structure for moving said second mentioned link; said linkage and cam surface being so arranged that movement of said lever structure toward brake setting position variably increases the force applied to said clevis; and means for holding said lever structure in brake setting position.

6. In combination, a support; a lever` structure articulated with said support; a link pivotally connected to said lever structure; a clevis adapted to be connected to a braking mechanism, said clevis being pivotally connected to said link; a second link pivotally articulated with said first link; a, cam surface on said lever structure; a roller associated with said second link and engageable with the cam surface for controlling the position of said second link; said linkage, roller and cam surface being so arranged that movement of said lever structure toward brake setting position controls the force applied to said clevis; and means for holding said lever structure in brake setting position.

'7. In combination, a support; a lever structure articulated with said support; a link pivotally connected to said lever structure; a clevis adapted to be connected to a vehicle braking mechanism, said clevis being pivotally connected to said link; a second link pivotally articulated with said first link; a cam surface on said lever structure for changing the position of said second mentioned link with respect to said lever structure; said linkage being so arranged that movement of said lever structure toward brake setting position variably increases the force applied to said clevis; manipulating means for actuating said lever structure; clutch means for holding said lever structure in brake setting position; and mechanism for effecting a release of said clutch means.

8. In combination, a support; a lever structure articulated with said support; a link pivotally connected to said lever structure; a clevis adapted to be connected to a braking mechanism, said clevis being pivotally connected to said link; a second link pivotally articulated with said rst link; a cam surface on said lever structure; a roller associated With said second link and engageable with said cam surface for controlling the position of said second link; said linkage, roller and cam surface being so arranged as to vary and control the application of force to said clevis; a member pivotally articulated with said lever structure; manipulating means for said lever structure connected to said pivoted member; clutch means cooperating with said pivoted member for holding said lever structure in brake setting position; and mechanism associated with said manipulating means for eiecting a release of said clutch means.

WILLARD C. SKAREEN. 

